Forget about the way it drops off what about when the power starts? 4k revs???

Lag city:nono:

Got a MD321h on my RA and it made 397 bhp with 372lbs/ft at 1.5 bar/Vpower only and that was in third gear what is very short on a RA

Being mapped again now with PPG gearbox and more mods on the induction side by JGM and expect to be in the 400bhp on just V-power

An MD321H turbo will be £400-500 more expensive than one of Harveys HS380's though and if you can get 409bhp with a HS380 on a 2.0 with good characteristics then why the need to spend any more if thats the guys target, that extra cash could go on other mods, FMIC and some thermal management etc

Sorry but you are mistaking torque for boost, the boost plot isn't on that graph. I have no doubt that Harveys turbo will be very good, and to be fair will probably spool better, but doubt it will go on to reach the power levels we have seen from the TD range. Horses for courses, if you require 400 or less, Harveys is the one for you, if you fancy a bit more, ring me and have a chat !

Going for 400hp, you shouldn't read too much in to a dyno graph in terms of spool up. The cars mentioned all make full boost of a little over 1.5 bar by 3500rpm on the road, a little off natural motorway cruising rpms. Laggy, I think not !

Cheers for that Martyn, twas a long day yesterday and most of it was spent in the pub watchin the Footie :thumb:

So i take it your talking about 4 and 5th gear?

What about in 1st, 2nd and 3rd the gear that most people live in each day?

Lag in a low gear isn't even an issue on a GT35R, you have the gearing down there so that it barely matters. Lag would be far more noticable in the situation discussed, high gear, low rpm foot hard down IMHEO.

Interesting debate.

Any turbo needs a good engine base to take advantage of. If people are fitting these to a stock engine and winding the boost back to protect them, then the peak figures will be the same for any of them (assuming they get there in the first place).

Bodski - are you going to limit the car to 400 ? or will you try and get as much out of it as possible (even if it is risking it) ?

If you are wanting the best performance, then a garret core will give far quicker response than a sleeve bearing turbo. This doesnt show itself on dyno printouts but you can really feel it on the road in pick up. Is the GT2871 a std location turbo ?

Dunc

I'm looking for a quick car across country, something that will pull all the way through the rev range, i'm not chasing figures at all. Torque is something that is probably just as important. It needs to pull from say 3000 rpm all the way through the rev range.

I'm not gonna push things any further than the mods i have, plus a replacement Turbo, FPR and maybe a set of headers (although talking to Harvey it sounds as though fitting say GT Spec will slow the spool and only have noticeable benifits at higher rpm which for road use seems to be a backward step)

The GT2871 is a older Garret that's being sold on here, it is a standard position, although it would need modifying to fit a Newage STi. I Think the new version is a 2876???

I agree, I'd rather have put a 2.1 stroker in on the standard turbo with all the trimmings.

But hindsight is always a wonderful thing. But now I have the MD I'll be very happy next year once I do go to a 2.1 forged motor. Mine is restricted by ecu limitations currently, so need an AVCR or a new ecu.....

dunx

harvey st380 looks realy impresive and thats just with v-power and then martyn j md turbo seems pretty good i would have both if i had the choice lol

theres also a harvey st420 right i wonder what thats like?

I think you will find that to be fairly laggy compared to newer turbo designs such as the MD321.

Harvey - are these 380 & 420 turbos effectively rebadged FP Greens?

Good question :thumb:

Don't know much about turbo's looks lets say but the back end dose look a bit like an FP Turbo but is ported and the front looks like a 18g and has a td05 face:wonder:

A fair guess is the 380 is an 18g, the 420 a 20g.

May have missed it, but what are you looking to do with the car, Drag/ circuit?

the garrett gt2871r isnt an older version, the 71 and 76 bit refers to the exhaust housing size/trim. take a look at the official garrett site for more info. www.turbobygarrett.com

All inclusive costs as in ready to put on the car will be nearer £1600 for the garret hybrid's.
HS380 is £850 + postage
I stand to be corrected:)

But how could an 18G make 400plus bhp?

sorry guys the 71 or 76 bit refers to the compreesor size meaning 71mm or 76mm.

and the turbo i am selling isnt that old at 6 months and 1000 miles

compaired to the other turbos you are discussing its a bargain.

It's been developed though

Harvey's target for this turbo is the 380-400bhp bracket

Harvey says the HS380 is enclosed inside american made machined TD05 cover but has all new parts inside. Unsure if it's based on either a 18G or 20G but it would make sense that the 380 is a 18g variant and the 420 is a 20g variant as has been said

maintaining the scooby's image of vanishing into the distance:)

I'm running a 321H with an AVCR - 1.7bar mid tailing to 1.6 bar top end and it's very potent (415bhp and 369lb/ft on Zen's conservative rollers) - you will enjoy :norty:

Like you, I'm planning on a forged 2.1 stroker soon and I will run the 321H at 2.1 bar for lovely quick spool and some serious midrange grunt :D

It's used as a daily driver along quiet B roads that i know well. Also planning on tracking it once everything's been finished and my new coilovers go on.

Where did you see one M8 :wonder: Done a search online and can't find any info

About the same results/boost as my V5 Type R with the 321H
It Makes a very rapid car indeed,
I have driven an Ra with a 20g and it was good but not a patch on the 321H

Oh I wish I had a V5 Type R bolted to the end of my 321H. The Newage Blob is so lardy :cry:

:D it is a good feeling.

In my house before fitting it in to my car last week;)

Will be getting it mapped on thursday on te rollers so ill ave paper work of what it can do right away.